I spent the back end of last week in Portugal, and while the trip was nothing to do with work ostensibly, I couldn’t help noticing that Lisbon appears to be the one place in Europe where Renault has succeeded in selling the new Megane in significant numbers.

That observation alludes to an altogether bigger storm in a teacup that’s been blowing around Renault since the Frankfurt auto show last September. Back then, you’ll remember that Carlos Ghosn effectively bet the future of the entire company on EVs taking off in a big way – the company unveiling four electric vehicle concepts which will be put into production from next year.

That move surprised a normally conservative car industry. What’s surprised more since Frankfurt though, is that Renault’s advertising campaign has been dominated by the four concepts and the whole zero emission (“Z.E.” in Renault speak) concept – rather more so than its mainstream Clio, Megane, Scenic and Laguna models. They’ve even been running a rather sickly TV advert featuring a rather serious voice-over and heart-string plucking Keane sound track, which Robin Brown neatly pointed out, managed to make a genuinely innovative, radical strategy look like green-washing (see it below):

Above: Renault's "Drive the change" advert

If you’re flying in Europe at the moment, you’ll probably have noticed the campaign, too. It’s called “Drive the change”. Renault appear to have bought a lot of airport advertising space in Europe’s key hubs to highlight their plan – so, on Thursday, the first thing that greeted me in arrivals at Lisbon was a giant Twizy advert. Now, according to Steve Cropley’s column in this week’s Autocar magazine, Renault – and Ghosn – are under fire in the French press for focusing too much on these electric models that are still two years away, and hurting sales of the current range

Italian ZE advert, and a Drive the Change advert on the back of a car magazine

This rather neatly illustrates some of the issues car makers are going to face as they provide (and governments encourage) a move to an increasingly electrified automotive fleet. With the average man on the street probably still skeptical about climate change, and perception – in a country such as the UK – of the EV being rooted in the milkfloat, how does a company raise awareness of, and ‘market’, forthcoming electric cars? Are conventional methods going to work? Perhaps not.

Not only that, but from the perspective of the car maker’s financial health, there’s a need to continue squeezing every last drop of revenue from current ranges (and by inference, the internal combustion engine), which is difficult, while also trying to convince people that EVs are the way forward and you’re leading the way in green initiatives.

There’s no one obvious solution to overcoming such headaches; Renault is just the first to face this problem, and it certainly won’t be the last. However, I suspect we’ll see a diverse set of approaches to marketing new powertrains, which broaden the current toolbox of approaches.

There is however, one approach currently employed today, which feels even more tailored made for helping the public understand the benefits, and 'believe in' EVs. For years, car makers have pushed cars into rental fleets – primarily to ease over-supply, and help boost registration (ie sales) numbers. But a known, acknowledged benefit is that as lots of people get exposure to your models, and are (hopefully) impressed by them, the model in question makes a strong enough impression that next time they’re in the market to buy a new car, that car goes on the shortlist, and potentially ends up being converted into a sale for the car maker.

Clearly, Renault’s alliance partner and leader-elect in the electric vehicle world - Nissan – can see the value of such an approach, because last week they announced a deal with rental car company Hertz, who will rent the forthcoming Leaf from 2012 in Europe and the US. It looks like a smart, and obvious move for both parties. The chance to truly try before you buy – and perhaps spend a couple of days with an EV, outside of the confines and limitations of the dealership sales network, is surely a key tool in convincing both the sceptical and the curious that an EV is actually what they want to buy. Drive the change, as Renault would say.

An image from The Paper City exhibition and Clifton suspension bridge in Bristol

Last Thursday I had the pleasure of speaking at the Miniumum...or Maximum Cities event at the University of Cambridge, which was organised with Blueprint magazine and the Paper Cities exhibition, which moved up to the famous university town having been at the Royal Academy for the past few months.

Tim Abrahams has produced an excellent write-up of the event over on the Blueprint site, which I’d urge you to check out if you’re interested, because I think he raises a series of important points about where we find ourselves in relation to the sustainability debate.

For some time now, Re*Move has proposed an agenda where sustainability was the context rather than an end in itself, and like Tim, alarm bells rang in Cambridge, because we were left with a feeling that the only reason anyone is doing anything today is in an attempt to be “more sustainable”. When it comes to movement and transportation, this approach of sustainability first is clearly causing problems, because it seems to be preventing us from envisioning and demanding the future that we actually want to have, and instead pushing us towards something influenced primarily by guilt over past excess.

For example, a lot of transport debate in the UK today centres around whether or not we should be building a high speed rail line to the north of England. Anyone who suggests this is a daft idea is right now likely to labeled both unprogressive and anti-sustainability . Yet anyone who dares suggest a third runway at Heathrow is a good idea, is obviously hell bent on seeing the planet rapidly burn.

Yet the pitfalls of high-speed 2 are multifold. We can already get from Manchester to London in two hours, so should we really prioritise spending billions on reducing this by half? And while it’s automatically assumed that getting the train is better from a carbon perspective, throw real-world load factors into the bargin, and the reality is that a modern, full Airbus is comparative. Meanwhile, the car (which has apparently lost its number one spot to the airplane, in the planet mauling stakes) has improved so much in the past five years that if you’re driving two-up in a Golf diesel, you’ll definitely produce less carbon than going on the train. For me, the biggest issue with High Speed 2 is that an idea which is fundamentally two-hundred years old seems to be stopping us from pushing the boundaries of imagination about what we might do instead, that would be palpably better.

So some of my talk at Cambridge bemoaned this sense that we’d got stuck with a handful of transport formats, and that – with cars and trains at least, they were monocultural. We’ve sized everything to fit them, and one of the reasons we aren’t all riding round on things like Segways in cities, is that cities are fundamentally designed, and sized, for people to use cars. This might sound like I’m suggesting we simply have to keep using cars – as they are - to get around cities. I’m not, but what I’m pointing out is the need for a systems level approach. Will you enjoy trundling up the A40 in a Renault Twizy? Or would you be altogether more tempted by the idea of La Regie’s concept scooter/car cross if you could zip up and down one of Chris Hardwicke’s Velo-City cycle tubes on your way to the office?

Sustainability is the context we now work in. And we’ve little doubt (and are very happy with the notion) that in 5-10 years time, our cities will all be full of things like electric cars. Which will be great for local emissions, but highlights the problem with today's short-sighted sustainability focus, as it won’t do anything to stop us from spending half of our lives sat in traffic jams.

If we simply focus on sustainability as our end point, we’re likely just to end up with a mildly de-carbonised version of what we have now. And the likelihood is that we won’t even achieve that, because when people know they’re saving carbon, they psychologically feel (and often financially are) able to do more and just end up ‘reusing’ what they’ve saved.

Sustainability has created a psychology of fear, where we fear to dream of real improvement and hesitate to think big. What do we mean by improvement? Things which work more quickly or get us places faster, thus providing us with more free time or time with our families and friends. Things that are measurably more fun, or more exciting to ride in or drive than what we have today. Things which cost us less money to use, own or run. Better means thinking about how we link up travel – so we might spend more time in one place and combine trips – rather than rushing from one short hop flight destination to another. Better might mean finding a way to link leisure and business travel together.

But better also means new. New ideas, new products, services and concepts. In essence, we need to dream, and be allowed to think big. If we think of the figures who created some of our totems of mobility – people like Isambard Kingdom Brunel, Andre Citroen, Frank Whittle – we still admire and count on the inventions and contributions they made for our mobility backbone today. On Re*Move, we try to highlight and showcase the work of people we hope or think might become modern day IKBs or Whittles. But there are precious few of them around. I’d go as far to argue that the contributions and inventions made by these famous figures, would never have happened had they been around today, working in this world constrained by the fear of sustainability. We are not simply going to solve the predicament we are in by attempting cut, after cut, after cut. We are going to have to dream, and dream big.

I'm sitting here tonight trying to make sense of Ford's belief that the Fiesta Movement campaign is an example of the kind of social media that will translate into a successful Ford.

Here's a picture of what it's all about. A video by Parris Harris and Yoga Army, aka Phashion Army.

Fiesta Movement is getting quite the PR push at Ford right now and it'll only get worse as the December LA show draws near, when the Fiesta is actually launched in the US. What's the product? A car that Ford designed in Europe several years ago and launched there in autumn 2008. It hasn't even gone on sale yet in the US - it'll be a 2011 model year car.

"Revolutions create a curious inversion of perception. In ordinary times, people who do no more than describe the world around them are seen as pragmatists, while those who imagine fabulous alternative futures are viewed as radicals. The last couple of decades haven't been ordinary, however. Inside the papers, the pragmatists were the ones simply looking out the window and noticing that the real world was increasingly resembling the unthinkable scenario. These people were treated as if they were barking mad. Meanwhile the people spinning visions of popular walled gardens and enthusiastic micropayment adoption, visions unsupported by reality, were regarded not as charlatans but saviors.

When reality is labeled unthinkable, it creates a kind of sickness in an industry. Leadership becomes faith-based, while employees who have the temerity to suggest that what seems to be happening is in fact happening are herded into Innovation Departments, where they can be ignored en masse. This shunting aside of the realists in favor of the fabulists has different effects on different industries at different times. One of the effects on the newspapers is that many of their most passionate defenders are unable, even now, to plan for a world in which the industry they knew is visibly going away."

The reality is that this is what's happening right now in much of the car industry. And I fear it's happening in Ford, too.

Fiesta Movement is an ad campaign - nothing more. The philosophy that ever more "sophisticated" marketing can solve problems. Web-savvy, video-producing creative people will transform Ford's brand image and reconnect it with a new generation. Meanwhile Ford, despite thinking it's had a terrible year, has had a lucky one. Both of its major US competitors have gone into bankruptcy. General Motors and Chrysler are probably fatally wounded.

Let's talk about real stuff - well electric cars, which aren't real yet, but will be soon. Even in a world short on EVs and high on rhetoric, Ford's current global 'electric' product range is weak - the company has one star car - the fantastic Fusion Hybrid - and a scattering of dated Escape and Mariner SUVs. The next generation? Ford has been hanging on the fence about which suppliers to use for a Focus EV – and unless there's a big surprise, we're still in limbo on that and much else as Ford insists the numbers don't add up. We're so, so far, from the car Ford really should build - an electric F150 truck. Parris and Yoga talk about Ford reconnecting with the American psyche. But Americans, beyond a few areas on East and West coasts, don't want small cars. Most of them don't even want cars. They want trucks.

But the guys who design trucks are seemingly sitting elsewhere right now, watching a football game. So cars is the only place where innovation is happening. As GM and Chrysler fade away, Ford's key competition in that zone is now global. And be in no doubt that the global competition is about to become truly formidable. Renault Nissan has the boldest strategy of all - we were there to see Renault blow everyone away at Frankfurt in September, with bold plans for four production pure-electric cars by 2011, and Nissan is deadly serious about its mainstream, mass-market Leaf, due in 2011, and undoubtedly the first global car that will shake the Prius out the tree it's got right now all to itself.

And that's just the start. Volkswagen is doing intriguing things with very efficient diesel vehicles, BMW's Efficient Dynamics strategy makes Ford's new EcoBoost petrol engines look pretty conservative. And that's before we talk about Honda, Toyota or anyone else.

I can't help but think that Ford will default to present Renault Nissan as the crazy radicals, imagining an unrealistic future. When the reality is Renault Nissan are the pragmatists, because they and others have the pieces in place to push ahead. They've forged partnerships with entire countries to roll out electric cars, while Ford is trialing 15 electric Focuses in Hillingdon in North London, and in patches around the US.

Right now Ford is not a global car company. It is a multinational car company - in fact the granddad of multinationals - with different product, management and marketing teams on different continents. And it thinks it can treat customers in different places in different ways. Imagine if Apple did that, fobbing off its American customers with a social media campaign, to launch a product it introduced in Europe over 12 months earlier. Advertising guys, dressing up social media as big change, would get nowhere. Customers would see through it right away.

"Imagine if Apple did that, fobbing off its American customers with a social media campaign, to launch a product it introduced in Europe over 12 months earlier."

There was a huge amount to see in Frankfurt, so if you're pushed for time and want the quick whizz-around check out my "Frankfurt in Four minutes" review video. However, on the off-chance that you missed some of the concepts or want to have a (slightly) longer look, I've clipped out some 2-minute long videos for a few of the key concepts. So, without further ado, here's the:

BMW efficient Dynmaics Concept:

Renault Twizy:

Citroen ReVolte:

Renault Zoe and the 'ZE' range video:

As with the four minute video, you can watch most of these in HD mode, so it's worth clicking through to Youtube (logo in bottom right corner) and then clicking on high quality mode if you want them to see them in full, clear view. We'll have more thoughts and a bit of indepth coverage on some of these, plus more Frankfurt coverage, shortly.

Frankfurt auto show is so huge that, even having spent three days there, it's hard to cover everything that's in the halls of the Messe. So here's a fairly personalised view of the 2009 Frankfurt auto show, edited into just four minutes. There are things in here that will doubtless seem strange to you, and there are plenty of interesting things missing - simply becasue I didn't get time to video them, but hopefully you'll enjoy and get a flavour of what it was like to be there. Note, if you click through and run this in Youtube, you can watch it in HD too.

Just in case you watched it and are intrigued as to what certain things are, then in rough order from the top that was:

Watch John Fleming - Ford's CEO intoduce the company's green technology plans at the IAA in Frankfurt. Like nearly every other major car maker, Ford was focusing on green - as you can see, this is what they opened the show with.

The headline stories were a battery electric version of the European Focus - once again, using a powertrain built by Magna (the ones who just bought Opel and Vauxhall off GM). Then there was the unveiling of EcoBoost - in 1.6l, and 2.0l four cylinder format. EcoBoost is a new design of petrol engine that gives more grunt with less cylinders and cc. We saw and drove the V6 version in the Lincoln MKS and Ford Flex recently. Finally, there was a fitter, sharper Focus Econetic, featuring technology like stop-start, bringing the CO2 down to 99g/km.

It says a lot about the pace of movement in the car industry right now that what might have been an impressive set of annoucements just six months or a year ago, seems comparatively pedestrian when held up against other manufacturers at the show. Most German firms have gone "stop-start", with smart alternators and low-rolling resistance tyres to boot, some time ago. And shortly after the end of this press conference, Renault pretty much hung their corporate future on the electric "Z.E." (zero emission) vehicle - unveiling four concepts, and saying it was committed, in a very big way, to the technology.

The Re*Move team decamps to Frankfurt this week, as we’re covering the International Auto show (IAA) which starts tomorrow. So that you don’t have to blister your feet, we’ll be trudging round the messe’s vast halls – covering the important announcement and vehicle launches, asking the tricky questions and generally shoving cameras where others tend not to shove them.

Primarily, we’re there as part of our ongoing work with Ford – and we’ll be looking closely to see whether there’s been any progress with Ford’s electrification strategy. We’ll also be closely examining the new C-Max, a European c-segment MPV, but one which signifies the look of the new Focus family, a car which will be launched in all of Ford’s major markets including North America.

Ford Grand C-Max images leaked out last week...previews direction of world Focus

Elsewhere, we’re itching to find out what Renault’s four (yes, four) EVs look and feel like, and will be paying particularly close attention to the tiniest member of the quartet you see in this plan-view picture. Has La Regie seen the value in the personal-mobility future city market? And is it going after BMW’s project i and Toyota’s i-Series vehicles? We’ll find out.

Renault's four EVs for Frankfurt, from the top. We're most interested in the far left...

Sticking with the Renault connection, we’ll also be talking to the team from Better Place to find out how their electric car-charging network and battery swap-station plans are progressing.
We’re also keen to learn more about BMW’s Vision Efficient Dynamics concept. It’s important because it’s positioning green technology, and green branding as a flagship idea which is synonymous with premium. BMW’s efficient dynamics programme has impressed us in the past, but it’s decision to make Project I vehicles a premium sell, and its recently launched ‘Joy’ brand campaign have left us flat. Where does Vision ED fit in?

Aside from that, we’re keen to field questions from the watching world. If there’s anything that’s bugging you in terms of news coming from the show, anyone you want us to try and grab, or something you’re particularly interested in, get in touch – and we’ll do our best to cover it.

Don’t forget all Re*Move material is creative commons licensed, so you can reuse and incorporate our words, photos and videos in your own publications. And if you want the intravenous feed of info, follow our twitter streams - @JoeSimpson and @Charmermrk (we’d also recommend @Drewpasmith, @carnorama, @ericgallina and @skymotoring if you’re watching on twitter), and we’re using the hashtag #IAATweetup along the way on twitter, and for our alternative designer/after show party on Tuesday night, which - we should point out - if you're in town, you don't need a VIP invite to get in to.... Here on Re*Move, all the material will be tagged Frankfurt. So sit back, stay tuned, and do feel free to comment or connect and ask us about what's going on. Tshuss!

I spent a (very) long day on Tuesday at the 2009 auto salon in Geneva. Setting out to see all the major new unveils and concept cars was a tough job, but hey, someone had to do it! The key aim of the day was to try and gauge the mood of an auto industry which is currently up against the wall in face of a global recession and plummeting sales.

While the show floor was packed with new models and concepts, there was little from the industry to suggest it had the answers to its current issues. Instead, there was a mildly defiant air of 'business as usual', but a sense it might be slowly sinking in among some that 'business as usual' might not work for very much longer. It can be hard to try and take in everything at a show as big as Geneva, whether you're on the show floor or sitting behind a computer watching the world's automotive sites fight to get pictures up first. So, as an experiment, for the last half hour of press day one, I ran around the floor shooting footage and providing commentary on (almost) all of the important launches (sorry Opel, I know the Ampera's important, but it does so little for me (visually) that I forgot to film it!).

The videos are split into three, and each lasts ten minutes or less. If you weren't on the show floor earlier this week, then hopefully they give you a sense of what it was like to be there.

The first video features Infiniti, Hyundai, Ferrari, Audi, Lamborghini, Bentley and VW:

The second covers a bit more of VW, Nissan, Honda, Fisker, Dacia and Toyota:

And the third and final one covers Kia, Alfa, Ford, Aston, Magna Steyr, BMW, Mercedes and Rolls Royce - before me rounding off with a few thoughts and feelings from the show:

Check back later for more from Geneva, and as ever, if you were there, have thoughts, agree or disagree, or have a question on anything here, do leave a comment or drop me a line.